Control of trains



A. R. ANGUS CONTROL OF TRAINS' April 12, 1927. 1,624,524

Original Filed June 17, 1922 6 Sheets-Sheet 1 I 03 /9 g] 38 36 m 7/ A. R. ANGUS CONTROL OF TRAINS Original Filed June 1'7, 1922 7 I74 lllllr I I T I' 6 Sheets-Sheet 2 April 12,1927. 1,624,524

A. R. ANGUS CONTROL OF TRAINS Original Filed June 17, 1922 I" Z v 51/" 6 Sheets-Sh aet 3 April 12, 1927. 1,624,524

A. R. ANGUS CONTROL OF TRAINS ori inal Filed June 1'7.- 1922 GSheets-Sheet 4 lllll l'l'l' .373

April" 12,1927. 1524524 "A. R.*ANGUS 4 CONTROL OF TR,A IN S Original Filed June 17', 1922 s SheetsPShe'et 5 lav :0

April 12, 1927. 1,624,524

A. R. ANGUS CONTROL OF TRAINS Original Filed June 17, 1932 6 Sheets-Sheet 6 Patented Apr. 12,1927.

UNITED STATES 1,624,524 PATENT OFFICE.

ARTHUR REGINALD ANGUS, OF WESTMINSTER, LONDON, ENGLAND.

CONTROL OF TRAINS.

Original application filed June 17, 1922, Serial No. 569,125, andin GreatBritain IunejAO, 1921-. Divided. and this application filed May 23, 1925. Selial'lto. 33,405.

the fourth portion ,t-hreedifierent roads in each direction of running, the three pairs of Figures 1 and 1, 2 and 2 and 3 and 3 showing the elejinents pertaining tothe lIlali ingot thev three pairs oi up and down roads respectively.

Figs. 1 and 1 together show the apparatus and connections pertaining to roads A and A, of which the road A extends from the left-hand end of the track portion I to an insulation 49 in the traci: portion IV and the road A extends from the right-hand end of the track portion IV to the left-hand end of the track portion I; Figs. 2 and 2 together show the apparatus and connections pertaining to roads B and B, of which the road 13 extends from the lett-hand end of the track portion II to the insulation 49 and the road B extends from the right-hand end of the track portion IV to the left-hand end of the track portion II; whilst Figs. 3 and 3 together show the apparatus and conneotions pertaining to roads C and C, of which the road C extends from the left-hand end of the track portion III to the insulation 49 and the road C extends from the right-hand end otthe track portion IV to the Ietthand end of the track portion III.

To test and make the road A, a switch arni 1900 1') is moved to the right into position in which-its contacts 18. 73. 63, 93,

101, 109, 44, 31-, 55, as, 38, 137,157, 216, and 240, carried thereby but insulated therefrom, make contact with contacts 17, 72, 62, 94, 100, 108, 43, 30, 56, 84, 37, 138, 156, 215, and 241 respectively, and current then flows from a battery 1- (Fig. 1*) by way of a Wire 2, a contact 3, a contact 4 on an armature 5, a contact 6, a contact 7 on an. armature 8, a wire 9, a contact 10 on an arinature'll, a contact 12, a contact 13 on an armature 14,

a contact 15, a wire 16, the contacts 1'7 and long as a relay 236, which controls the ar mature 21, is notenergized) and a wire 23 to track rails 24 at a point near an insula tion 25 (Fig. 1), thence along the rails 24 to a point near an insulation 26 (Fig. 1 thence by way of a wire 27, a track relay coil 28, wire 29, the contacts 30 and 31 of the switch arm 1900, and a wire 32 to track rails 33 (Fig; 1) at a point near the insulation '26 but on the other side thereof, thence along thetrack rails 33 to a point near an insulation 1005 at the rightshand end of the track portion IV) thence by way of a wire 34, a track relay coil 35, a wire 36, the con tacts 37 and 38 on the switch arm 1900, and a wire39, to track rails 41 (Fig. 1") at a point near an insulation 1004 (opposite the insulation 100,5),thence along the rails 41 to a pointnear the insulation 49, thence by way of a wire 42, the contacts 43 and 44 ot the switch arm 1900, a wire 45, a contact 46 carried by but insulated from the armature 21 (Fig-1 a contact 47, and a wire 48 to track rails 50 at a point near the insulation 49,;thence along the rails 50 and a points blade 1007 (Fig. 1) to a pointnear an insulation 58, thence by way of a wire 51, a track relay coil 52,,a wire 53, a wire 54 (Fig. 1.),the contacts 55 and 56 ofthe switch arrn 1.900, and a wire57 to a track rail 1008 at a point near the insulation 58', thence along track rails 1008, 59 (Fig. 1), and 60 to a point near an insulation 1068, thence by way of a wire-'61, the contacts 62 and 63 ofthe switch arin 1900, a wire 64, a track relay coil 65, and a wire 66 to a track rail 1009 at a point near the insulation 1068, thence along track rails 1009 and 67 to a point opposite the insulation 25, andthe-nce by way of a wire 68, contactv (SQ-(Fig. 1 a contact carried by but insulated i'roln the arn'iature 21 (the contacts 69 and 70 being in contact when thei'el-ay coil 236 is not energized), a wire be described with reference to Figs. 2 and 2 and 3 and 3*) so that the above-traced Cir testing circuit for the road A cannot be co1npleted if any testing or making 01 any of the roads B, B, C, and 1' is being effected, since the said armatures are raised when used for closing testing or clearance current circuits for their respective roads, and when the armature 5 is so raised contacts et, 184, 265, and 225 carried thereby but insulated therefrom cease to make contact with contacts 8, 185, 266, and 226 respectively, when the armature 8 is so raised contacts 7, 182, 263, and 228 carried thereby but-insulated therefrom cease to make contact with contacts 6, 188, 264-, and 221 respectively, when the armature 11 is soiraised contacts 10, 180, 261, and 221 carried thereby but insulated therefrom cease to make contact with contacts 12, 129 260, and 220 respectively, and when the armature 11 is so raised contacts 18, 128, 259, and 219 carried thereby but insulated therefrom cease to make contact with contacts 15, 127, 258, and 218 respectively. In addition to the circuit already described, current flows parallelly as follows: (1) from the rails 21 along a points blade 88 (Fig. 1) to a point near an insulation 87, thence by way of a wire 89, a contact 90 (Fig. 1 a contact 91 carried by but insulated from the armature 21 (the contacts 90 and 91 being in contact when the relay coil 286 is not energized), a wire 92, the contacts 98 and 91 of the switch man 1900, a wire 95, a track relay coil 96, and a wire 97 to a track rail 1010 at a point near the insulation 88, and thence along the track rail 1010 to the track rails 67; (2) from the rails 24 (Fig. 1") by way of a points blade (Fig. 1), a wire 76 (Fig. 1 a track relay coil 77, a wire 78, a contact 79, a contact carried by but insulated from the armature 21 (the contacts 79 and 80 being in contact when the relay 286 is not energized), a wire 81, a wire 82 (Fig. 1), the contacts 88 and 81 of the switch arni 1900, and a wire to a track rail 86, and thence to the track rails 59; (8) from the points blade 1007 along the rails 50 to a point opposite an insulation 11st, thence by way of a wire 106, a wire 107, the contacts 108 and 109 of: the switch arin 1900, a wire 110, a track relay coil 11]., and a wire 112 to track rails 118 at a point near the insulation 114:, and thence along the track rails 118 to the track rails 59; and 1) from the points blade 60 along the rails 59 to a point opposite an insulation 105, thence by way 01 a wire 99. the contacts and 101 oi the switch arm 1900, a wire 102, a track relay coil 108, and a wire 101 to the track rails 98 at a point near the insulation and thence along the rails 98 to the rails 67. Then, if no train is located 011 any part of the track tested-i. e., the portions of the track between the insulation 1005 and the insulations 25. 105, and 111-and if the insulations 26, 19, 58, 2010, 1068, and 87 are all in order, the track relay coils 28, 8.), 52, 6a, 96, 77, 111, and '108 are all energized and raise their respective arniaturcs 121, 122, 120, 118, 117, 11.9, 115, and 116 and current then .tlows :froin the battery 1 as hereinbe'lore described as far as the wire 28 (near the arn'iature 21), thence by way of a wire 128, a contact 124, and a contact carried by but insulated from the armature 21 (th contacts 121 and 125 being in contact when the relay coil 286 is not enegrized) a wire 126, the contacts 127 and 128 of the armature 1 1, the contacts 129 and 180 of the armature 11, a wire 181, the contacts 1.82 and 188 of the armature 8, the contacts 181 and 185 of the armature 5, a wire 186, the contacts 187 and 186 of the switch arin 1900, a wire 189, the arn'mture 122 (Fig. 1 a contact 1410, a wire 11.1, a contact 141-2, the armature 121, a wire 1418, the armature 120, a contact 1 1 1, a wire 1-1-5. the armature 119, a contact 1 16, a wire 117, the armature 118 (Fi 1), a contact 118, a wire 14-9, the armature 117, a contact 150, a wire 151, the armature 116, a contact 152, a wire 153, the armature 115, a contact 151, a wire 155, the contacts 156 and 157 of the switch arin 1900, and a wire 158 to a relay coil 159 (Fig. 1 and thence by way of a wire 160, and the wire 74 back to the battery 1. The relay coil 159, being energized, raises its armature 161 so that contacts 168 and 181 carried thereby but in snlated there'troni make contact with con tacts 167 and 180 respectively, and current flows from a battery 162 by way of a wire 168, a contact 1680, a contact 104 carried by but insulated from an armature 165 (adapted to occupy the position shown, in which the contacts 1680 and 16 1 are in contact, when its relay coil 218 is not energized), a wire 166, the contacts 167 and 168 of the armature 161, a wire 169, a contact 170, a contact 172 carried by but insulated from an armature 171 (adapted to occupy the position shown in which the contacts 170 and 172 are in contact, when its relay coil. 187 is not: energized), and a wire 178 to a terminal 174; of a points motor 175 (Fig. 1), thence through a winding to a terminal 176 thereof, and thence by way of a wire 177, a contact 522, a contact 521 carried by but insulated 'lronii an armature 561 (shown in Fig. 2 a contact 612, a contact; 611 carried by but insulated from an armature 618 (shown in Fig. 8*), and a wire 177 back to the battery 1.62. The arn1atnres 561 (Fig. 2 and 618 (Fig. 3 are used, when raised by the cncrgization of their respective relay coils 556 and 689, to close, by means of contacts, circuits for supplying clearance current for the roads B and B, and C and C respectively as hereinattcr described with reference to Figs. 2 and 2 and 8 and 8, and when so raised the contacts 521 and 611 cease to make eontact with the contacts 522 and 612 so that the circuit to the points motor 175 cannot be completed it clearance current is being.

- cause the points further from the terminus to move into the required position for making the road A and to causea pair of detector contacts 183 and 181 to be closed after the points have been moved into and locked in the required position, and current thenfiows from the w1re 158 (near the relay coil. 159) by way of a wire 179, contacts 180 and 181 of the armature 161, a-wire 182, the detector contacts 183 and 1841 1 and a wire 186, to the relay coil 187, and thence by way of a wire 188 and the wires 160 and 7 l'baclr to-the battery 1. The relay coil 187 thus being energized raises its armature 171 and breaks the connection between the contacts 170 and 172 and makes contact between the contacts 170 and 1'89,'

and between a contact 199 carried thereby but insulated therefrom and a contact 198, and current then flows from the battery 162 to the contact 17 0 by way of the path hereinbefore described, thence by way of the contact 189, a wire 190, a contact 191, a contact 192 carried by but insulated from an armature 193 (the armature 193 being'in the position in which the contacts 191 and 192 are in contact when its relay coil 204: is not energized), and a wire 191 to a terminal 195 on a points motor 196 (Fig. 1), thence through a winding to a terminal 197 thereof, and thence by way of the wire 177 and the contacts 522, 521, 612, and 611 1 back to the battery 162. The points motor 196 is so connected that the passage of current therethrough from the terminal 195 to the terminal 197 causes it to rotate in such a direction as to cause the points nearer to the terminus to move into-the required position for makingthe road A, and to cause a pair 01 detector contacts 201 and 202 to malre contact after the points have been moved into and locked in the required position, and current then flows from the wire .158 to the detector contacts 183 and 18 1 as hereinbettore described, thence by way of the wire 186, the contacts 198 and 199 of the armature 171, a wire 200, the detector contacts 201 and'202, and a wire 203 to the relay coil 20 1 (Fig. 1 and thence byway of a wire 205 and the wires 188, 160, and 71 back to the battery 1. The relay coil 201, being thus energized, raises its armature 193 so that a contact 207 carried thereby but insulated therefrom makes contact with a corn tact 208, and current then flows as hereinbe'l'ore described to the wire 203, thence by waysot' the contacts207 and 208 ofthe armature 193, a wire 209, a contact 210 carried by but insulated from the armature 21, a contact 211 (the contacts 210 and 211 being in contact when. the relay coil 236 is not energized),'and a wire 212 to the relay coil 213, and thence by way of a wire 214, the contacts 215 and 216 of the switch arm 1900, a wire 217, the contacts 218 and 219 of the armature 14; (Fig. 1 the contacts 220 and 221 ofthe armature 11, a wire 222, the contacts 223 and 224: 01' the armature 8, the contacts 225 and 226 of the armature 5, a wire 227, and thewires 160 and 7 1 back to the battery The relay coil 213 is thus encrgized and raises its armature 165 and thus breaks the'connection between the contacts 161 and 1630-andmakes cont-act between contacts 230, 233, 250, 255, 213, 269, 371, and 378 carried thereby but insulated therefrom and contacts 229, 23 1, 251, 251, 21 1, 268, 372, and 3'79 respectively, and current then flows from the battery 1 by way of the wire 2, a wire the contacts 229 and 230 of the armature 165) and a wire 231 to the relay coil 213 and returns to the battery 1 as hereinbefore described; the energization of the relay coil 213 is thus made independent of the energization of the relay coils 159 and 187 (i. e., independent of the energization 0:5 the track relays 28, 35, 52, 65, 7'7, 96, 103, and

111 used for testing), and dependent only upon the positions of the switch arm 1900 and of the armatures 5, 8, 11, and 14;. Ourrent also flows from the wire 231 by way of a wire 232, the contacts 233 and 231 of the armature 165 and a wire 235, to the relay coil 236, thence by way of a wire 237 to the wire 21 1, and thence back to the battery 1 as hereinbet'ore described. The relay coil 236 is thus energized and raises its armature 21 and so breaks the connections between the contacts 20, 70, 91, 46, 80, 125, and 210 and the contacts 22, 69, 90, 17, 79, 12 1, and 211 respectively and so cuts off the supply of current to the track relays for testing purposes. The raising of the armature 165, in consequence of the encrgization oi the relay coil 213, also allows current to flow from an alternator 238 (Fig. 1) by way of a wire 239, the contacts 240 and 2 11 of the switch arm 1900, a wire 212, the contacts 243 and 2411 of the armature 165 (Fig. 1), a wire 245, and the wire 18 to'the rails at a point near the insulation 19, thence along the rails 50 and the points blade 1007, thence by way of the wire51, a wire 219, the contacts 250 and 251 of the armature 165, a wire 252, and the wire 57 (Fig. 1) to the track rail 1008, thence along; the track rails 1008, 59, and 60, thence by way of the wire 61, a wire 253, the contacts 25 1 and 255 of the armature 165 (Fig. 1 a wire 256, and the wire 66 (Fig. 1') to the track rails 1009, thence along the track rails 1009 and 67 to a point 1001 at the left-hand end of the track portion I,

mill. thence by way of a wire 257, the con.- tacts 25S antl 250 of the arn'iature 11 (lligg. 1*), the contacts 200 and 20.1 of the urinalure 11, a wire 202. the contacts 203:3 and 201. of the armature 8, the contacts 205 and 206 of the armature 5, a wire 20?, the contacts 208 and 200 of the armature 105, tllltl a wire 210 back to the alternator 238. The alternating current thus supplied to the track rails on one sicle oi? the 1Ol1(l 1'1 is adapted to give clearance to a train to proceed along the roatl A.

To test and make the road A the switcl arul 1000 is ll'ltWQtl to the left into the posh tion in which contacts 302, 211-1. 5320, 3 33. 325. set, ace, see, are, sac, s51, an, ace, and 370 carried thereby but insulated therefrom make contact with contacts 301, 2-31 328, 332, 321, S22, Set-1, 305, 310, 817, 335, 355i. 300. 303, 300, and. 375 respectively, and current then flows from the battery 1. by we of the wire 2, the contacts 23 antiv 1 of the armature 5, the contacts 0 and 7 of the armature 8, the wire 0, the contacts 10 anal 12 ot the armature 11, the contacts 13 and 15 ot' the armature 1%, the wire 10, a wire 300, the contacts 301 and 302 01 the switch arm 1000, a wire 303, the wire 10, the contacts and 22 of the armature 21, and awire to the track rails 2.1 at a point near the insulatit'in (Fig. 1), thence along the track rails :31 to a point near insulation 20 1), thence by way 01 the wire 27, the track rclay coil 28, the wire a wire 301, the contacts 305 and 300 01'' the switch arln 1.000, a wire the wire the contacts 410 and 17 of the armature 2.1 (Fig. 1 and the wire 18 to the track rails ata point near the insulation 41-0, thence along; the track rails :30 and the points blatle 1007, thence by way of the wire 51, the track relay coil the wire 53, a wire 308, the contacts 309 and 310 oi. the switch arm 1000, a wire 311, and the wire 57 to the track rail 1008 at a point near the insulation 58, thence along the trach rails 1008, 50, and 60, thence by way of the wire 01, a wire 32?, the contacts 328 and 320 of the switch arn'i 1000, a wire 330, the wire 04;, the track relay coil Go and a wire 60 to the track rail 1005) at a point near the insulation 59, thence along the track rails 1000 and 01' to a point opposite the insulation 25, and thence by way of the wire 68. the contacts 00 and. ot' the armature 531. 1 the wire '71., a wire 312, the contacts 313 and 311 of the switch arm 1000, a wire 315 and the wire 71 haclc to the battery 1. in addition to Howhug as above, currenttlows parallclly as follows: (1) from the rails 21 to the points blade 88 1), thence by way ot' the wire 89, the contacts 00 and 91 ot the armature 21 (Fig. 1 the wire 92, a wire 331 Fig. 1), the contacts 333 and o? the switch aria 1900, a wire 331, the wire 05, the track relay coil 90, the wire 97, and the ails 98 to the had a wire rails 07; 2) trout the rails 2-10) the points blade 70. thence by way of the wire 70, the track relay coil '77 (liin'. 1 the wire 70, the contacts 79 and oi the armature 21., the wire 01, a wire 31.0, the contacts 318 antl 31.7 of the switch arm 1000, a wire 310, antl the rails 80 to the rails 59; (3) from the points blade 1007 along; the rails 50 to a point opposite the insulation 1141-, thence by way of the wire 100, the contacts 322 anti 521. off the switchv arni 1000, a wire -320, the track relay coil 111, and a wire 112 to the rails 113 at a point near the insulation 1'14, and thence along the rails 113 to the rails 0; (4:) iroin the points blacle 00 along the rails 50 to a point opposite the insulation 105. thence by way of the wire 00, a. wire 320, the contacts 324 ancl 325 of the switch arm 1000, a wire 326, the wire 102, the track relay coil 103, and the wire 10 11 to the rails 98 at a point near the insulation 105, and thence along the rails $8 to the rails 07; anti (5) from the wire 300 by way 01? a wire 5335, the contacts 330 and 3517 of the switch arni 1.000, 2330 to the track rails 33!.) at a point near the insulation 25, thence along; the rails 330 to a point opposite the point 1001, thence by way of a. wire 310, a track relay coil 311, a wire 313, the contacts 344: and 31-5 oi the switch arin 1900, a wire 310, and the wire 257 to the rail 67 at the point 1001, and thence along the rails 07 to the wire 68. The truck relay coils 28, 52, 65, 90, T7, 111, 108, and 3411 are thus energized and consequently raise their respective miniatures 121, 1.20, 110, 117, 1.1.0, 115, 110, and 350, and current then flows from the wire 23 (Fig. 1') by "way of the branch wire 123, the contacts 12 and 12?) ot' the arx'uature 21, the wire 120, the contacts 12? and 128 of the armature 1 1, the contac s and 130 oi. the armature 11, the wire 131, the contacts 132 and 1.33 of the armature 8, the contacts 131 and 135 of the arn'iature 5, the wire 136, a wire 2353 (Fig. 1), the contacts 3541 and 355 011' the switch arin 1000, a wire 350, a contact 357 (Fig. 1 the arn'iature 121, the wire 14:53, the {11'1110111110 120, the contact 11.41., the wire 115, the armature 119, the contact 1.413, the wire 1-17, the armature 118 (Fig. 1), the contactlelS, the wire 14:9, the armature 117, the contact 150, the wire 151, the arn'iaturc 110, the contact 152, the wire 1.55,, the armature 115, a. contact 3 12, a wire 8.38, the arn'lature 350, a contact 351, a wire 352, the contacts 350 and 300 oi? the switch arm A, a wire 301, 211111 the wire 158 to the relay coil (Fig. 1), antl thence by way ot the wires 100 :tIHl 74-. hack to the battery 1. The relay coil 150 being thus energized, the points motors and are in turn caused to move their respective points into the positions for the road A (which, of course, are the same as those for the roarl A) and to lock them therein. as hereinbeitore described with reference til) to the making of the road A, and,the points motor 196 having closed the detector contacts 201 and 202, the relay coil 204 is energized as hereinbefore described. The relay coil 204 being energized, current flows from the wire 158 to the relay coil 213 as hereinbetore described'with reference to the making of the road A, thence by way of the wire 214, a wire 365, the contacts 364 and 363 of the switch arm 1900, and a wire 362 to the wire 217, and thence as hereinbefore described back to the battery 1. The rela" 213 is thus energized and raises its armature 1'65, and current then flows from the. battery 1 by way of the wires 2 and 228, the contacts 229 and 230 01 the armature 165, and the wire 231 to the relay coil 213, and thence back to the battery 1 as hereinbefore described; the energization of the relay coil 213 is thus made independent of the energization of the relay coils 159 and 187 i. e., independent of the energization of the track relay coils 28, 52, 77, 65, 96, 103, 111, and 341and dependent only upon the positions oi the switch arm 1900 and of the armatures 5, 8, 11, and 14. Theenergization of the relay coil 213 causes the energization of the relay coil 236 (as hereinbei'ore described with reference to the making or the road A), which cuts off the supply of current to the track relays for testing purposes. Current also flows, in consequence of the raising of the armature 165, from an alternator 366 1) by way of a wire 367 the contacts 368 and. 369 of the switch arm 1900, a wire 370, the contacts 371 and 372 of the armature 165 (Fig. 1 a wire 373, and the wire 39 to the track rails 41, thence along the rails 41 to the wire 42, thence by way of the wire 42, a. wire 374 (Fig. 1), the contacts 375 and 37 6 of the switch arm 1900, a wire 377, the contacts 378. and 379 of the armature 165, a wire 380,. and the wire 48 to the track r ils 50, thence along the rails 50 to the points blade 1007, thence by way of the wire 51, a wire 249, the contacts 250 and 251 of the armature 165, a wire 252 and the wire 57 to the track rail 1008, thence along'the track rails 1008, 59, and 60 to the wire 61, thence by way of the wire 61,.a wire 253, the contacts254 and 255 of the armature 105, a wire 256, and the wire 66 (Fig. 1) to the track rails 67, thence along the track rails 67 to the wire 257, and thence by way or the wire 257, the contacts 258 and 259 of the armature 14, the contacts 260 and 261 of the armature 11, the wire 262, the contacts 263 and 264 of'thc armature 8, the contacts 265 and 266' of the armature 5, the wire 267, the contacts 268 and 269 of the armature 165, the wire 270, and a wire 381 (Fig. 1) back to the alternator 366. The alternating current thus supplied to the track rails on one side 01 the road A is of a frequency different from that supplied by the alternator 238 for making the road A and is adapted to give clearance to a train to proceed along the road A.

Figs. 2 and 2 together show the appara tus and connections for making the roads B and B, in which the manually operated element, instead of being a long switch arm. as in theapparatus shownin Fig. 1 for'making the roads A. and A, is a small switch lever 1012 (F ig. 2) by means of which. can be electrically operated the two armatures 5 (Fig; 2) and 8 (Fig. 2 for doing the switching necessary for the two roads B and B respectively. 7

To test and make the road B, the small switch lever 1012 is moved into the position shown in which it makes connection between its arms 413 and 423 and the contacts 414 and 422 respectively, so that current flows from the battery 1 (Fig. 2 byway of a wire 401-, contacts 402 and 404 of the armature 14, contacts 406 and 408 of the armature 11, a wire 409, a contact 410, a cont-act 411 of the switch arm 1900, a wire 412, the arm 413 of the reversing switch 1012, the contact 414, and a wire 415 to a relay coil 416, thence by way of a wire 418, a contact 419,,a contact 420 carried by but insulated from the armature 8 (the contacts 419 and 420 being in contact when the armature 8' is in the position shown-i. e., when its relay coil 620 is not energized), a wire 421, the contact 422, the arm 423 of the reversing switch 1012, a wire 424, a contact 425 carried by but insulated from the switch arm 1900, a contact 426, a wire 427, contacts 428 and 429 of thearmature 14, contacts 430 and 431 of the armature 11," and a. wire 432 back to the battery 1. When the switch arm 1900 is in thenentral position shown (in Fig,-2) i. e., when it has not been moved to either side to make the road A or the road A- contacts 411, 678, 501, 587, 562, and 425 carried thereby but insulated therefrom make contact with contacts 410, 679, 502, 588, 563, and 426 respectively, and consequently the above traced circuit of the relay coil 416 which includes the contacts 410, 411, 425, and 426, can be completed only if the switch arm 1900 is in this position; the completion of the circuit of the relay coil 416 is also dependent upon the positions of the arn'ial'urcs 11 and 14,, which are in the positions shown only if no testing or making of the roads C and C respectively is being effected. The coil-416, being thus energized, raises its armature 5 so that contacts 575, 560, 506, 456, 498, 472, 449, 445, 459,485, 466, 478, 607, 601, and 435 carried thereby but insulated therefrom make contact with contacts 576, 558, 505, 455, 499,471, 448, 444, 460, 486, 467, 479, 608, 602, and 434 respectively, and current flows from the wire 412 by way of a wire 433, the contacts 434 and 435 of the armature 5,. a wire436,

a contact 137, a contact 138 (F ig. 2*) car ried by but insulated from an armature 598 (the contacts 137 and 4-98 being in contact when the armature 598 is in the position shown, which it occupies when its relay coil 57]. is not energized), a wire 439, and the wire 13 (Fig. 2). to the track rails 24, thence along the track rails 21 to the wire 27 (Fig: 2 thence by way of the wire 27, the track relay coil 28, a wire 110, a Contact 1411, a contact 442 carried by but insulated 'troni the arn'iaturc 598 (the contacts ll-1 and 1-1-2 being in contact when the relay coil 571 is not energized), a wire 4-43, the contacts 1-11 and 1-15 of the urinal ure 5, a wire 4-16 and the wire 82 (Fig. 2") to the track rails 39, thence along; the rails 33 to the wire 31,

thence by my o l the wire 34', the track relay coil 35, a wire 42. 7. the contacts 118 and oi? the armature 5, a wire 150 and the wire 39 (Fig. 2 to the track rails 11, thence along the tracl; rails 4.1 to the wire thence by way of the wire -12, a wire 151, a contact 152, a contact 153 carried by but insulated from the armature 598 (the contacts 4:52 and 153 being in contact when the relay coil 571 is not energized), a wire 154-, the contacts and 156 of the armature 5, a. wire 157, and the wire 18 (Fig. 2*) to the track rails 50, thence along the track rails 50 to the points blade 1007 thence by way of the wire 51, the tack relay coil 52, a wire 158, the contacts 4:59 and 160 of the arinature 5, a wire 161, and the wire 57 to the track rail 1008, thence along the track rails 1008, 59. and 60 to the wire 61, thence by way 01" the wire 61, a wire 4162, a contact 163 (Fig. 2 a contactettil carried by but insulated from the armature 598 (the contacts 168 and 164-. being; in contact when the relay coil 571 is not enereized). a wire 165, the contacts 466 and 4:67 of the arn'lature 5, a. wire 168, the track relay coil and a wire 66 to the track rails 67. thence along; the rails 67 to the wire 68, and thence by way of the wire 68. a wire 170, the contacts 171 and 4 2 oil the armature 5. a wire 173, a contact 4 1-!- (F 2) carried by but insulated from the armature 598, a contact 175 (the contacts @17 and 175 being in contact when the relay coil 571 is not energized) a wire 4-76 and the wire 41-92 back to the battery 1. In addition to jllowing as above indicated current flows parallelly as follows: (.1) from the rails 24. to the points blade 88 (Fig. 2), and thence by way of the wire 89, a wire 177, the contacts 1-78 and 179 of the armature 5, a wire *ll-Sll, the track relay coil 96, and a wire. 97 to the track rails 67: (2) fronithe rails 2-1 (Fig. 2) to the points blade '75, and thence by way of the wire 76, the track relay coil 77, a wire 181, a contact 182, a contact 183 carried by but inszmlated from the armature 598 (the contacts 482 and 183 being in contact when the relay coil 571 is not energized), a wire 4181-, the contacts 485 and 4:86, a wire 41-87, a wire 85, and the track rail 86 to the track rails 59; (3) from the points blade 1007 along the track rails 50 to the wire 106, and thence by way of the wire 106, a wire 600, the contacts 601 and 602 of the armature 5, the wire 1602 the track relay coil 111, the wire 112 and the track rails 113 to the track rails 59; and at) from the points blade 60 along; the track rails 59 to the wire 99, and thence by way oi? the wire 99, a wire 608, a contact 601- carried by but insulated ilf'ron'l the armature 598, a contact 605 (the contacts 60-1 and 605 being in contact when the relay coil 57]. is not energized) a wire 606, the contacts 607 and 608 of the arinaturc 5, a wire 609, the track relay coil. 103, a wire 101, and the track rails 98 back to the track rails 67. The track relay coils 28, 35, 65, 96, 77, 111, 103, and 52 are thus energized and raise their respective arinatures 121, 122, 118, 117, 119, 115, 116, and 120 and current flows from the wire 4:36 (near the armature 598) by way of a wire 488, a contact 489, a contact 4190 carried by but insulated from the armature 598 (the contacts 189 and 190 being in contact when the relay coil 571 is not energized), wires 191 and 192, contacts 493 and 41941 of the armature 11, contacts 195 and 496 of the armature 14, a wire 4-97, the contacts 4198 and 199 of the armature 5, a wire 500, the contacts 501 and 502 of the switch arin 1900, a wire 503, the armature 122 (F ig. 2 the contact 140, the wire 141, the contact 142, the arn'iature 121, the wire 1 13, the contact 144, the armature 120, the wire 1 15, the arn'iature 119, the contact 1 16. the wire 1-17, the contact 14-8 (Fig. 2), the armature 118, the wire 1 19, the armature 117, the contact 150, the wire 151, the armature 116, the contact 152, the wire 158, the arinaturc 115, the contact 154., a wire 504-, the con tacts 505 and 506 01' the armature 5, and a wire 507, to the relay coil 508 (Fig: A and thence by way 01? a wire 509 and the wire back to the battery l. The relay coil 508 corresponds to the relay coil 150 (Fig. 1) described with reference to the niakinir of the roads 1- and A it controls the op eration of the points motors 1'75 and 196 and the energization of a relay coil 556 in a manner similar to that described with ret'- erence to the relay coil 159 (the relay coil 556 corresponding to the relay coil 213 of Fig. 1*), as will now he described. The relay coil 508, being energized, raises its armature 51 1- so that contacts 513 and 525 carried thereby but insulated therefrom make contact with contacts 512 and 526 respectively, and current flows from the battery 162, by way of the wire 163, the contacts 1630 and 16-1 of the armature 165 (Fig. 1), a wire 610 (Fig. 2), the contacts 512 and 518 of the armature 514, a wire 515, a contact 516 carried by but insulated from an armature 510, a

contact 517 (the contacts 516 and 517 being in contact when the armature 519' is in the position shown, which it occupies when its relay coil 531 is not energized), and a Wire 5 18 to the terminal 174 01' the points motor 175, thence through the aforesaid winding to the terminal 176 thereof, thence by way of the wire 1.77, the contacts 521 and of the armature 564 (Fig. 2 which are in contact when the relay coil 556 is not energized, a wire 523, the contacts 612 and 611 of the armature 613, (Fig. 3) and a wire 614 (Fig. 2 back to the battery 162. The points motor 175 moves the points further from the terminus into the required position for the road B and locks them therein as hereinbetore described with reference to the making of the roads A and A and thus closes two additional detector contacts 528 and 529 (not shown in Figs. 1 and 1 and current then flows from the wire 507 (Fig. 2) by way of a wire 524, the contacts 525 and 526 of the armature 514, a wire 527, the detector contacts 528 and 529, and a wire 530 to the relay coil 531, and thence by way of a wire 532 and the wire 432 back to the battery 1. The relay coil 531, being energized, raises its armature 51.9 so'that the contact 516 ceases to malre contact with the contact 517 and makes contact with a contact 533, and a contact 542 carried thereby but insulated therefrom makes contact with a contact 541, and current then flows from the contact 516 by :WZL) of the contact 533, a wire 534, a contact 535 carried by but insulated from an armature 537, a contact 536 (the contacts 535 and 536 being in contact when the armature 537 is in the position shown, which it occupies when its relay coil 547 is not energized), and a wire 538 to a terminal of the points motor 196 (Fig. 2), thence through a winding to the terminal 197 thereof, and thence by way of the wire 177 back to the battery 1 as hereinbefore de scribed. 'che passage of current through the points motor 196 from the terminal 539 to the terminal 197 causes it to rotate so to cause the points nearer to the terminus to move into the required position for making the road B and to cause a pair of detector contacts 544 and 545 to be closed and current then flows from the wire 530 by way of a wire 540, the contacts 541 and oi? the armature 519, a wire 543, the detector contacts 544 and 545, and a wire 546 to the relay coil 547, and thence by way of a wire 548 and the wires476 and 432 back to the battery 1. The relay coil 547, being thus energized, raises its armature 537 so that the contacts 535 and 536 cease to make contact with one another and a contact 551 carried thereby but insulated therefrom makes contact with a contact 550, and current then flows from the wire 546 by way of a wire 549, the contacts 550 and 551, a wire 552, a contact 553, a contact 554 carried by but insulated from the armature 598 (the contacts 553 and 554 being in contact when the relay coil 571 is not energized), and a wire 555 to the relay coil 556, and thence by way of a wire the contacts 558 and 560 ofthe armature 5 (Fig. 2), a wire 561, the contacts 562 and 563 of the switch arm 1900, a wire 564, contacts 565 and 566 of the armature 11 (Fig 2*), contacts 567 and 568 of the armature 14, and the wire 432 back to the bat tery 1. The relay coil 556, being thus enen gized raises its armature 564 so that the contacts 521 and 522 cease to make contact with each other and contacts 565, 568, 583, 579, 595, and 698 carried by but insulated from the armature 564-malre contact with contacts 566, 569, 582, 578, 596,-and 697 re spectively, and current then flows from the battery 1 by way of the wire 401, a wire 563, the contacts 565 and 566 of the armature 564, and a wire 555 to the relay coil 556 and thence back to the battery 1 as hereinbet-ore described. The energization of the relay coil 556 is thus made independent or the energization of the relay coils 508 and 531i. e., independent of the energization of the track relays 28, 35, 52, 65, 77, 196, 103, and 111and dependent only upon the positions of the armature 5, the switch arm 1900, and the armatures 11 and 14. Current also flows from the wire 563 by way of a wire 567, the contacts 568 and 569 of the armature 564 and a wire 570 to the relay coil 571, and thence by way of a Wire 572, the wire 557 and back to the battery 1 as hereinbefore described. The relay coil 571 is thus energized and raises its armature 598 so that the supply of current to the track relays for testing purposes is cut oil. The energization of the relay coil 556 also allows current to flow am the alternator by way o1 a wire 1, the contacts 575 and 576 of the armature 5, a wire 577, the contacts 578 and 579 of the armature 564, a wire 580, the wire 454, the contacts 455 and 456 of the armature 5, a wire 457, and the wire 48 to the track rails 50, thence along the track rails 50 to the points blade 1007, thence by way of the wire 51, a wire 581, the contacts 582 and 583 of the armature 564 (Fig. 2 awire 584, and the wires 461 (Fig. 2) and 57 to the track rail 1008, thence along the track rails 1008 and 59 to a point 1002 at the left-hand end of the track portion 11, thence by way of a wire 585, the contacts 588 and 587 of the switch arm 1900, a wire 589, contacts 590 and 591 of the armature 11, contacts 592 and 593 of the armature 14, a wire 594, the contacts 595 and 596 of the armature 564 and a wire 597 to the alternator 238. The alternating current thus liIJ supplied to the rails on one side of the road 13 is adapted to give a train clearance to pass along the road 13.

To test and make the road B the switch lever .1012 is moved into the position in which its arms are and make contact with the contacts (318 and 625 respectively, and currentcenseqnently flows from the hat terry .1 to the arm 413 as hereinhetore dei-zcrihcch thence by way 01'' the contact 6' S and a wire 019 to the relay coil 620 2-). thence hy way of a wire 02.1, a contact 022, a contact 02? carried by but insulated from the arnlalnrc 5 (the contacts and 023 being in contact when the relay coil lit) is not energized) a wire 117. and the contact 025 to the arm 423 and thence hack to the battery 1 as hercinhelore described. The coil 020, heinothus energized, raises its armature S into a position in which contacts 028, 055, (S59, 6&6, 638, (552, 023%, 031, ($60, (342 (575, 072, (385, 99st, and 09% carried there by but insulated therefrom make contact with contacts 627, 650, 600, (5-17, 039, (350, 035, 63th 607, 6&2, 676, (S73, 08%, 995, 093, and 600 respectively, and current flows from the wire 412 (F 2) by way of the wire 4-3;}, a wire 020, the centre s 02? and (328 of the armature S, the wire 136, the contacts 437 and 1138 of the arn'nitnre 508, and the wires +1139 and (Fig. 2) to the track rails 21:, thence along the track rails 2a to the wire 27 (Fig. 2 thence by way of the wire 27, the track relay coil 28, the wire 4141-0, the contacts 441 and M2 of the arinatnre 598, the wire ch13, a wire (329 (Fig. 2 the contacts ($30 and 631 of the armature 8, a. wire 032, and the wires 4.57 and t8 to the track rails 50, thence along the track rails 50 to the points blade 100T, thence by way of the wire 51, the track relay coil the wire ch38, a wire 033, the contacts 03-1 and 025 of the armature S, a wire 630, and the wires 58 i, 101 (Fig. 2). and 57 to the track rail 1008, thence along the track rails 1008 and 59 to the points blade 80, thence by way ol. the wires (31. and 4152 (Fig. 2), the contacts 103 and i021- ol the armature 508, the wire 1-05. a wire (537, the contacts 638 and :39 of the armature it, a, wire (M0, the wire 108 (Fig. 2) the track relay coil (35, and the wire 00 to the track rail. 100$), thence along; the track rails 1.000 and G7 to the wire 08. and thence hy way oi? the wire 68, the wire +1570, a wire (J ll, the contacts 012 and 013 of the armature 8 a wire 0111 the wire M3, the contacts list and -17?) of the armature 598, and the wires 4570 and, 132 hack to the battery 1. In addition to [lowing as above indicated, current flows parallelly as follows: (1) from the rails 24-. to the points blade 88 (Fig. 2) and thence hy way of the wire 89, the wire 4:77, a wire Gel- (.lfiigr. L), the contacts 0-10 and (tit? 01 the armature 8, a wire 018, the wire 180 (Fig. 2), the track relay coil 96, and the wire 97 to the track rails 67; (2) from the rails 24: to the points blade 75, and thence by way of the wire 76, the track relay coil 77, the wire 181, the contacts 182 and 183 01 the armature 508, the wire 48 1, a wire 651, the contacts (552 and 650 of the armature 8, a wire 053, the wires 48'? (Fig. 2) and 85, and the track rail 80 to the rails 59; from the points blade 60 along the track rails 59 to the wire 05'), and thence by way of the wire 99, a wire (303, the contacts 604; and. 003 oi the a rniatnre 595%. the wire 000, a wire the contacts 05.) and (500 ot the armature h" a wire (101. the wire (505) (Fig. 2) the track relay coil the wire 10 1i, and the track rails 08 to the rails (37; (-1-) from the points hlade 1007 along; the track rails to the wire 106, and thence by way of the wire 106, the wire 000, a wire i 2 the contacts 655 and (556 of: the armature 8, a wire the wire 1.002 (Fig. 2), the track relay coil 111, the wire 112, and the track rails 113 to the rails 59; and (5) from the wire 4:33 (Fig. 2) by way of a wire (368 (Fig. 2 the contacts 607 and 066 ot' the armature a wire 065, the contacts 601 and 003 of the armature 598i and a wire 002 to track rails 908 (Fig. 2) at a point near the insulation 105, thence alone; the track rails .308 to a point opposite the point 1002, and thence by way of a wire (569, a track relay coil (370 a wire 071., the contacts 672 and 073 (it the arniatnre 8, a wire 674:, the wire 589, the contacts 58? and 588 of the switch arin 100th the wire 585, and the track rails 586 to the track rails 59. Thus if there is no train on any part of the track tested and the insnlations tested are all in order, the track relays 6'70, 111, 103, 06, 65, 77, 52, and are energized and raise their respective arniatnrcs (581, 1.15, 110, 117,118, 119,120, and 121 and current then flows; from the wire 430 (near the armature 598), by way of the wire 1-538, the contacts 489 and, 4.00, the wire 491, the contacts 493 and 401- of the armature 11, the contacts 4:05 and 1-00 of the armature l t the wire 40? the contacts (375 and 676 of the tlllllili'lllt-I b, a wire (37?, the contacts 078 and (175) of the switch arin 1000, a wire (380, a contact 351' (Fig. 2 the armature 121, a wire 1 13, the arn'iatnre 120, the contact; 14.41, the wire 1.45, the armature 110, the contact 1-143, the wire 4-7, the contact 1413 (Fig. 2), the arinainre llti, the wire Lil-.0, the armatnre 117. the contact 150, the wire 151, the arniatnre 110 the contact 152, the wire 153. the zlll'l'lillllil'c 115, a crnitact 342, a wire 90?, the armature (581, a contact 082, a wire 082"), the contacts 08 1: and 085 of the arn'iatnre 8, a wire 080 and the wire 507 to the relay coil 508, and thence by way oi. the wires 50!) and il-32 hack to the hattery l. The relay coil 508 being thus energized, the points meters 175 and 190 are in turn caused to move their respective points into the posi tions for the road B (which, of course, are the same as those tor the road B) and to lock them therein as hereinbetore described with reference to the making of the road B, and, the points motor 196 having closed the detector contacts 544 and 545, the relay coil 547 is energized as hereinbetore described. The relay coil 547, being energized, raises its armature 537, and current thenflows from the wire 546 by way of the wire 549, the contacts 550 and 551 of the armature 537, the wire 552, the contacts 553 and 554 of the armature 598. and the wire 555 to the relay coil 556, and thence by way of the wire 557, a wire 996, the contacts 995 and 994 of the armature 8, a wire 993, the wire 561, the contacts 562 and 563 of the switch arm 1900, the wire 564, the contacts 565 and 566 of the armature 11, the contacts 567 and 568 of the armature 14, and the wire 432 back to the battery 1. The relay coil 556 is thus energized and raises its armature 564 and current then flows from the battery 1 by way of the wires 401 and 563, the contacts 565 and566 of the armature 564, and the wire 555to the relay coil 556, and thence back to the battery 1 as hereinbetore clescribed; the energ-ization of the relay coil 556 is thus madeindependent of the energization' of the relay coils 508 and 531- i. e., independent of the energization of the track relays 28, 52, 77, 65, 96, 105, 111, and 670and dependent only upon the positions of the armature 8, the switch arm 1900, and

' the armatures 11 and 14. The energization of the relay coil 556 causes the relay coil 571 to be energized and the supply of current to the track relays for testing purposes to be thereby cut oil as 'hereinbefore described with reference to the making of the road B. The energization of the relay coil 556 also permits current to flow from the alternator 366 by way of the wire 367, a wire 688 (Fig. 2 ,the contacts 689 and 690 of the armature 8, a wire 691, the 'wire 577, the contacts 578 and 579 of the armature 564, the wire 580, a wire 692, the contacts 693 and 694 of the armature 8, a wire'695, and the wires 450 and 39 to the track rails 41, thence along the track rails 41 to the Wire 42, thence by way of the wires 42 and 451, a wire 696, the contacts 697 and 698 of the armature 564, wires 699 and 629, the con tacts 630 and 631, a wire 632, and the Wires 457 and 48 to the track rails 50, thence along the track rails 50 to the points blade 1007 thence by way of the wire 51, a wire 581, the contacts 582 and 583 of the armature 564. and the wires 584, 461, and 57 to the track rail 1008, thence along the track rails 1008, 59, and 586 to the wire 585, and thence by we of the Wire 585, the contacts 588 and 587 or the switch arm 1900, the wire 589, the contacts 590 and 591 of the armature 11, the contacts 592 and 593 of the armature 14, the wire 594, the contacts 595 and 596 of the armature 564, and the wires 597, 270, and 381 back to the alternator 366. The alternat-ing current thus supplied to the track rails of one side of the road B from the alternator 366 is adapted to give clearance? to a train to proceed along the. road B.

Figs. 3 and 3- together show the elements and connections for the testing and making of the roads C and C.

To test and malze the road C a switch lever 1013 is moved into a position in which its arms 714 and 723 make contact with contacts 715 and 722 respectively and current flows from the battery 1 by Way of a wire 703, contacts 705 and 706 of the armature 5, contacts 707 and 708 of the armature 8, a wire 709, contacts 710 and 711 of the switch arm 1900, a wire 712, the arm 714, the contact 715, and a wire 716 to the relay coil 717, and thence by way of a wire 718, contacts 719 and 720 (Fig. 3 of the ar mature 14 (the contacts 719 and 720 being 'in contact when the relay coil 862 is not energized), a wire 721, the contact 7 22 (Fig. 3), the arm 723, a wire 724, contacts and726 of the switch arm 1900, a wire 727, the contacts 728 and 729 of thearmature 8 (Fig. 3 the contacts 730 and 731 of the armature 5, and a wire 732 back to the battery 1. hen the switch arm 1900 is in its neutral position contacts 711, 801, 1116, 924, 843, and 725 carried thereby but insulated therefrom make contact with contacts 710, 802, 1115, 923, 844, and 726 respectively and consequently the above traced circuit of the relay coil 717, which includes the contacts 711, 710, 7 25, and 726, can be completed only it the switch arm 1900 is in this position; the completion of the circuit of the relay coil 717 is also dependent upon the positions of the armatures 5 and 8, which are in the position shown only it no testing or making ofeither of the roads B and B is being; effected (as hereinbetore described with reference to Figs. 2 and The relay coil 717, being thus energized, raises its armature 11 so that contacts 810, 842, 806, 798, 765, 940, 748, 744, 754, 769,758, 774, 786, 779, and 734 carried thereby but insulated therefrom make contact with contacts 811, 841, 805, 799, 76 6, 939, 747, 743, 755, 770, 759, 775, 785, 778, and 733 respectively, and current then flows from the battery 1 to the wire 712 as hereinbefore described, thence by way of a wire 713, the contacts 733 and 734 of the armature 11, a wire 735, a contact 736 (Fig. 3 a contact 137 carried by but insulated from an armature 11.01 (the con tacts 736 and 137 being in contact when the armature 1101 is in the position shown,

which it occupies when its relay coil 858 is not energized), and a wire 7 38 to the track rails 24 (Fig. 3), thence along the track rails 24 to the wire 27, thence by way of the wire 27 (Fig. 3 the tract: relay coil 2C, a wire 7239, a contact 710, a contact 7 -11 oarried by but insulated from the armature 1101 (the contacts 710 and 711 being; in contact when the relay coil 858 is not energized), a wire 7-1-2, the contacts 71 and 71-1- of the armature 11 (Fig. 3), and a wire 7-15 to the track rails 35 (Fig: 23*), thence along the track rails 33 to the wire 3-1, thence by way 01' the wire 81-. the track re lay coil 35, :1 wire 746, the contacts 747 and 7418 of the armature 11 (Fig. 3), a wire 1127, and the wire 39 (Fig. 6 to the track rails -11, thence along the rails 41 to the wire 12, thence by way of the wire 12, a wire 93 1, a contact 935, a contact 936 farried by but insulated from the armature 1101 (the cont-acts 935 and 986 being in contact when the relay coil is not on ergized), a wire 9 17. the contacts 939 and 9 10 oil the armature 11, :1 wire 7 1-9, and the wire -18 (Fig. 3 to the tract; rails 50, thence along the track rails to the points blade 1007, thence by way of the wire 51, the track relay coil 52, a wire 7:30, a contact 751, a contact carried by but insulated from the armature 1101 (the contacts 751 and 7 52 being in contact when the relay coil 858 is not energized), a wire 753, the contacts 751 and 755 of the armature 11, a wire 756, and the wire 57 to the track rail 1008, thence along the track rails 1008, 59, and 60 to a wire 757, thence by way ot the wire 757, the contacts 758 and 7 59 of the armature 11, a wire 760, the track relay coil 65, and the wire 66 to the track ail 1009, thence along the track rails 1009 and 67 to a wire 761, and thence by way of the wire 7 61, a contact 762 (Fig. 3 a contact 763 carried by but insulated from the armature 1101 (the contacts 762 and 763 being in contact when the relay coil 858 is not energized), a wire 7 6 1, the contacts 7 and 766 of the armature 11 (Fig. 3), and wires 767 and 762 back to the battery 1. In addition to flowing as above imlicated, current flows parallelly as :lfollows: (1) from the rails 2-1 to the points blade 88 (Fig. 3), and thence by way of the wire 89, a wire 773-3, the contacts 771-. and 775 of the armature 11., a wire 776, the trarlt relay coil 96, and the wire 97 to the track rails 67; from the rails 2&1: to the points blade (Fig. 3"), and thence by way of the wire 76, the track relay coil 77, a wire 76h, the contacts 769 and 770 01' the armature 11, a wire 771, the wire 6:1 and the track rail 66 to the rail .69; (it) from the points blade 1007 alone the rails 50 to the wire 106, and thence by way of the wire 106 (Fig. 3), a. wire 763, a contact 782, a contact 781 carried by but insulated. from the armature 1101 (the contacts 782 and 781 being in contact when the relay coil 858 is not energized), a wire 780, the contacts 779 and 77 8 oi, the armature 11, a. wire 777, the track relay coil 11.11, a wire 112, and the track rails 113 to the, rails 10; and (1) from the points blade 60 along, the track rails 59 to the wire 99, thence by way of the wire 99, a wire 787, the contacts 786 and 785 of the armature 11, a Wire 784., the track relay coil 103, the wire 101, and the track rails 98 to the rails 67. Then it no train is located on any part 01 the track tested and it all the insulations tested. are in order, the track relay coils 28, 35, 52, 65, 77, 96, 108,

and 111 are all energized and raise their respcctive armatures 121, 122, 120, 11,8, 119, 117, 116, and 115 and current then flows from the wire 735 near the armature 1101 by way 01 a wire 7 88, a contact 789, a com tact 790 carried by but insulated from the armature 1101 (the contacts 789 and 790 being in contact when the relay coil 858 is not energized), a wire 791, contacts 792 and 7 93 of the armature 8, contacts 7 94; and 795 oi. the armature 5, a wire 796, a wire 797, the contacts 798 and 799 of the armature 11., the contacts 801 and 802 0:1 the switch arm 1900, a wire 803, the armature 122 (Fig. 3 the contact 110, the wire 1 11, the contact 1 12, the armature 121, the wire 1 13, the armature 120, the contact 1 1 1, the wire 145, the armature 119, the contact 146, the wire 117, the contact 118 (Fig. 3), the armature 118, the wire 1 19, the armature 117, the contact 150, the wire 151, the armature 116, the contact: 152, the wire 158, the armature 115, the contact 15 1, a wire 801, the contacts 805 and 606 of the armature 11 and the wire 807 to the relay coil 808 (Fig. 3 and thence by way of a wire 809 and the wire 732 back to the battery 1. The relay coil 808, being thus energized, raises its armature 819 so that contacts 818 and 826 carried thereby but insulated therefrom make contact with contacts 817 and 827 respectively, and current then flows from the battery 162 by way of the wire 163, the contact 1630 and the contact 161 oil the armature 165 (Fig. 1*), a wire 816, the contacts 817 and 818 of the armature 819, a wire 820, a contact 821 carried by but insulated from the armature 623, a contact 822 (the contacts 821 and 822 being in contact when the arn'mture 823 is in the position shown, which it occupies when its relay coil 8,252 not energized), andv a wire 82-1 to the terminal 1740 oil the points motor 175, thence through a winding to the terminal 176 thorcot', and thence by way of the wire 1.77, the contacts and 522 of the armature 561 (Fig. 2 a wire 523, the contact 612, the contact 611 carried by but; insulated from the armature 613 (the contacts 611 and 612 being in contact when the armature 613 is in the position shown, which it occupies when itsrelay coil 839 is not energized), and a wire 61 1 back to the battery 162. The flow of current through the points motor 175 from the terminal 17 to the terminal 176 causes it to rotate in such a direction as to cause the points further from the terminus to move into the required position for the road C and to cause a pair of detector contacts 829 and 830 to be 'closed'af-ter the points have been moved into energized and raises its armature 823 so that the contacts 821 and 822 cease to make contact with each other and a contact 834 carried by but insulated from the armature 823 makes contact with a contact 835 and current then flows from the wire 831 by way of the contacts 834 and 835 of the armature 823, a wire 1835, a contact 836 carried by l but insulated from the armature 1101, a

contact 837 (the contacts 836 and 837 being in contact when the relay coil 858 is not energized), and a wire 838 to the relay coil 8'39, and thence by way of a Wire 840, the contacts 841 and 842 of the armature 11 (Fig. 3), a wire 1130, the contacts 843 and 844 of the switch arm 1900, a wire 1845, the contacts 845 and 846 of the armature '8 (Fig. 3 the contacts 847 and 850 ofthe armature 5, a wire 851', and the wire 732 back to the battery 1. The relay coil 839, being thus energized, raises its armature 613 so that contacts 853, 855, 1124, 813, and 931 carried thereby but insulated therefrom make contact; with contacts 854, 856, 1125, 814, and 932, and current then flows from the battery 1 by way of a wire 852 and the contacts 853 and 854 of the armature 613 to the relay coil 839, and thence back to the battery 1 as hereinbefore. described. The energization of the relay coil 839 is thus made independent of the energization of the "relay coil '808-i. e., independent of the en ergization of the track relays 28, 35, 52, 65, 77., 96, 103, and 111 used for testing-and dependent only upon the positions of the arl'i iature 11, the switch arm 1900, and the armatures 5 and 8. Current also flows from the wire 852 by way of the contacts 855 and 856 of the armature 613, and a wire 857 to the relay coil 858, thence by way of a wire 859 to the wire 840, and thence back to the battery 1 as hereinbefore described. The relay coil 858, being thus energized, raises its armature 1101 and so cuts off the supply of current to. the track relays for testing purposes.

The energization of the relay coil 839 also permits current to flow from the alternator 238 by way of a wire 239, the contacts 810 and 811 of the armature 11, a

the contacts wire 812, the contacts 813 and 814 of the armature 613 (Fig. 3 a wire 815, the wire- 749, and the wire 48 back to the track rails 50, thence along the track rails to a point 1003 at the left-hand end of the track portion 111, thence by Way 01' a wire 922, the contacts 923 and 924 of the switch arm 1900, a wire 92.5, the contacts 926 and 927 of the armature 8, contacts 928 and 929 of the armature 5, a wire 930, the contacts 931 and 932 of the armature 613, a wire 933, and a wire 270 back to the alternator 238. The

alternating current thus supplied to the track rails on one side of the road G is adapted to give a train clearance to proceed 7 along the road C.

To test and make the road G, the switch lever 1013 is moved into a position in which its arms 714 and 723 make contact with contacts 860 and 866 respectively, and current then flows from the battery 1 to the arm 714 as hereinbefore described, thence by way 01 the contact 860 and a wire 861 to the relay coil 862, thence by way of a wire 1862, contacts 863 and 864 of the arma tnre- 11, a wire 865, and the contact 866 to the arm 723, and thence back to the battery 1 as hereinbetore described. The relay coil 862 (Fig. 3*), being thus energized, raises its armature 14 so that contacts 869, 873, 877, 881, 886, 890, 894, 897, 901, 905, 909, 913, 916, and 919 carried thereby but insulated therefrom make contact with contacts 868, 872, 876, 880, 885, 889, 893, 896, 900, 904,908, 912, 915, and 918 respectively, and current then flows from the wire 712 (Fig. 3) by way 01 the wire 713, a wire 867, 8.68 and 869 (Fig. 3 a wire 870, the wire 735, the contacts 736 and 137 of the armature 1101, and the wire 738 to the track rails 24 (Fig. 3), thence along the rails 24 to the wire 27 (Fig. 3 thence by way of the wire 27, the track relay coil 28, a wire 739, the contacts 740 and 741 of the armature 1101, the wire 742, a wire 895, the contacts 896 and 897 of the armature 14, 21 wire 898, the wire 749, and the wire 48 to the track rails '50, thence along the track rails 50 to the points blade 1007, thence by way of the wire 51, the track relay coil 52, a wire 0, the contacts 751 and 752 of the armature 101, the wire 753, the contacts 894 and 893 of the armature 14, wire 892, and the wires 756 and 57 to the track rail 1008, thence along the track rails 1008, 59 (Fig. 3) and 60 to the wire 7 57, thence by way of the wire 757, a wire 887, the contact-e886 and 885 (Fig. 3 a wire 884, the wire 760 (Fig. 3), the track relay coil 65, and the wire 61 to the track rail 1009, thence along the track rails battery 1. In addition to flowing as above indicated, current tlows pi'irallclly as tol lows: (1) from the rails 21 to the points blade 88, thence by way of the wire 89,

\rlre 77 a wire 882 (Fig. 1), the contacts 881 and 880 of the armature 1-1. a wire 878.

the wire 776 (l ig. :1). the track relay coil 96, and the wire 97 to the rails 67, from the rails 21 to the points blade 75, thence by way ol :1 wire 70, the tract; relay coil 77, the wire 768, a wire 891, the contacts 890 and 889 of the armature 11, av wire 888, the wires 771 and 85, and the track rail 86 to the rails 59 (Fig. 8) (It) from the points blade 1007 along the rails 50 to the wire 106 (Fig. 3), thence by way 01 the wires 106 and 78:) (Fig. 8*), the contact; 71-12 and 781 of the armature 1101. a wire 780. a wire 8741, the contacts 878 and 872 oi the armature 1 1, a wire 871. the wire 777 (Fig. 8), the traclc relay coil 111, the wire 112. and the track rails 1.13 to the rails 59: (1) from the points blade 60 along; the track rails 59 to the wire 99, thence by way of the wires 99 and 787 (Fig. 8 a wire 879, the contacts 877 and 876 of the armature 1 1. a wire 87 5, the wire 78-1 (Fig. 3), the track relay coil 103, the wire 104, and the track rails 98 to the rails 67; and from the wire 715 (Fig. 3) by way 01. a wire 899, the contacts 900 and 901 of the armature 11, a wire 902, the contacts 1102 and 1103 of the armature 1101 and a wire 1104 to the track rails 1105 (Fig. 3), thence along; the track rails 1105 to a point opposite the point 1003, thence by way of a wire 1106. a track relay coil 1107, a. wire 906, the contacts 905 and 901- 01'' the armature 14, a wire 903, the wire 925, the contacts 924 and 923 of the switch arm 1900, and a wire 922 to the track rails 1108 at the point 1003, and thence along the rails 1108 to the rails 50. Then, it there is no train on any part of the track tested and all the insulations tested are in order, the track relay coils 1107, 111, 103, 96, 65, 77, 52, and 28 are energized and raise their respective arniatures 1109, 115, 111, 117, 118, 119, 120, and 121, and current then flows from the wire 735 (near the armature 1101) by way of the wire 788, the contacts 789 and 790 of the armature 1101, the wire 791, the contacts 792 and 798 of the armature 8, the contacts 791 and 795 of tl i armature 5, the wire 7 98, a wire 914. the contacts 91?, and 912 of the armature 14, the wire 1110, the contacts 1110 and 1115 of the switch arm 1900, the wire 11.141, the contact 357 (Fig. 8 the armature 121, the wire 143, the armature 120, the con tact 144;, the wire 145, the armature 119, the contact 1 16, the wire 1 17, the contact 148 (Fig. 3), the armature 118, the wire 1.19, the armature 117, the contact 150, the wire 151. thearinaturc116.1110 contact 152, the wirc'l 5;), the armature 115, the Contact the wire 1120, the armature 1109,11 contact 1112, a. wire 91.1, the contacts 915 and 916 of the aromature 1 1-, and the wire 807 to the relay coil 808, and thence by way of the wires 809 and i -l2 back to the battery 1. The relay coil 898 being thus energized, the points motor 175 is caused to more the points "lnrtl'ier 'l'rom the terminus into the position for the road C (which, 01 course, is the same as that: for the road (1) and to lock them therein as hereinbctore described with reference to the making of the road C, and, the points motor 175 having; closed the detector contacts 829 and 830, the relay coil 832 is energized as hereinbetore described. The relay coil 832, being energized, raises its armature 82 3 and current then flows from the wire 831 by way of the contacts 834: and 835 of the armature 828, the wire 1835, the contacts 836 and 837 of the armature 1101, and the wire 838 to the relay coil 839, and thence by way of the Wire 84:0, :1 Wire 917, the contact: 91 and 919 of the armature 1 1., the wire 11550, the contacts 813 and 81 1 01. the switch arm 1900, a wire 18415, the contacts 84-5 and 846 of the armature 8, the contacts 817 and 850 of the armature 5, and the wires 851 and 7 82 back to the battery 1. The relay coil 889, being energized,raises its armature 618, and current then flows from the battery 1 by way of the wire 852 the contacts 853 and 85 1, and the wire 838 to the relay coil 839, and thence back to the battery 1 as hereinbefore described. The energization of the relay coil 839 is thus made independent of the encrgization of the relay coil 808-i. e., independent 01 the energization of the track relays 28, 52, 77,, 65, 98, 103, 111, and 1107-a.nd dependent only upon the positions of the armature 14:, the switch arm 1900, and the armatures 5 and 8. Current also flows from the wire 852 by way of the contacts 855 and 856 of the armature 618, and a wire 857 to the relay coil 885, thence to the wire 859 and back to the battery 1 as hereinbefore described. The relay coil 858, being energized, raises its armatnre 1101 and so cuts 011' the supply of current to the track relays for testing purposes. The energization of the relay coil 889 also permits current to flow from the alternator 366 by way of. the wire 867, a wire 922, the contacts 921 and. 920 of the armature 14-. a wire 1123, the contacts 1124: and 1125 of the armature 613, av wire 1126, and the wire 89 to the track rails +11, thence along), the track rails 4111s tar as a wire 1203 near the insulation 49, thence by way of a wire 1203, the contacts 1202 and 1201 oi the armature '1, a wire 1200, the contacts 813 and 814- of the armature 618, a wire 815, and the wires 749 and 4-8 to the track rails 50, thence along the rails 50 and 1108 (Fig. 3) to the point 1008, and thence by way of the wire 922, the contacts 924 and. 923 of the switch arm 1900, the wire 925,the contacts 926. and 927 of the armature 8, the contacts 928 and 929 of the armature 5, the wire 930 the contacts 931 and 932 of the armature 613, and the wires 933, 270, and 381 back to the alternator 366. The alternating current thus supplied to the track rails on one side of the road O" is adapted to give clearance to a train to proceed along the road C.

When the invention is to be used in connection with electric trains propelled by alternating current, alternating current or currents used for the purposes of this invention should be of a frequency or frequencies diii'erent from that used for propulsion: any known means may be employed I for preventing or limiting interference between the propulsion current and the cur rent or currents used for the purposes of this invention, and the current or currents supplied to the train forthe purposes of this invention is or are preferably supplied by means of transformers or induction coils preferably at higher voltage or voltages than the propulsion current.

\Vhat I claim is 1. Track apparatus for the electrical control of trains on a system of track portions joined together by points, comprising in respect of a road. of said system electroresponsive means adapted when energized to cause its movable portion to move from a danger position into a line-clear position and by said movablcportion in said lineclear position to cause the movement of said points into a position for making said road, and a signalmans switching means adapted to occupy an inoperative position and a definite road-making'position and only in said road-making position to cause electricity to pass through the rails of said road and so to produce the energization of said elec tro-responsive means but to be prevented by the occupation of said road by a railway vehicle from producing the energization of said electro-responsive means.

2. Track apparatus for the electrical control of trains on a system of track portions joined together by a first set of points, and a second set of points comprising inrespect of a road of said system a signalmans switching means adapted to occupy a road making position and an inoperative position, electro-responsive means adapted to be caused only in the case of the road-making position of said switching means to become energized so as to move its movable portion from a danger position into a line-clear position but to be prevented by the occupation of said road by a railway vehicle from becoming so energized and adapted by said movable portion in said line-clear position to cause the movement of said first set of points into a position for making said road. and means apted to be caused by said movable portion, when said movable portion is in said line-clear position and said first set of points is in its proper position for making said road, to move said second set of points into a position for making'said road.

8. Track apparatus for the electrical control of trains on a system oftrack portions joined together by points, comprising in respect of a road of said system a signalinans switching means adapted to occupy a road-making position and an inoperative position, electro-responsive means adapted to be caused only in the case of the roadniaking position 0% said switching means to become energized so as to move its movable portion from a danger position into a lineclear position but to be prevented by the occupation of said roadby a railway vehicle from becoming so energized and adapted by said movable portion in said line-clear position to cause the movement of said points into a position for making said road, and means adapted to enable said movable portion, when said movable portion is in said line-clear position and their proper position for making said road to cause the transmission of train-clearance current so as to allow the passage of a train along said road.

t. Track apparatus for the electrical con? trol of trains on a system of track portions joined together by a first set of points, and asecond set of points comprising in respect of a road of said system a signalmans switching means adapted to occupy'a roadmaking position and an inoperative position, electro-responsive means adapted to be caused only in the case of the road-making position of said switching means to become energized so as to move its movable portion from a danger position into a line-clear position but to be prevented by the occupation of vsaid road by a railway vehicle from becoming so energized and adapted by said movable portion in said line-clear position to cause the movement of said first set or points into a position for making said road,

means adapted to enable said movable portion when said movable portion is in said line-clear position and said first set of points is in its proper position for making said road, to move said second set of points'into a position for making said road and means adapted to enable said movable portion, when said movable portion is in said lineolear position and said second set of points is in its proper position for making said road, to cause the transmission of trainclearance current so as to allow the passage of a train along said road.

5. Track apparatus for the electrical control of trains along a road comprising a clearance circuit adapted when closed to enable a train to travel along said road, elecsaid points are intro-responsive means adapted when encrgized to cause its movable portion to move from a danger position into a line-clear position and so to cause the closure of said clearance circuit, a signalmans switching means adapted to occupy an inoperative position and a road-making position and only in said road-making position to cause electricity to pass through the rails of said road and so to produce the energization oi said electro-responsive means but to be prevented by the occupation of said road by a rail way vehicle from producing the ener 'ization of said electro-responsive means, and means ada ted to be caused by the movement of sai" movable portion into said line-clear position to cut oflf the supply as aforesaid of electricity to said "ails and, notwithstanding such cutting oil, in conjunction with the road-making position of said switching means to maintain the closure oi said clearance circuit.

6. Track apparatus for the electrical control of trains on a system of track portions joined together by points, comprising in respect of a road of said system a clearance circuit adapted when closed to enable a train to travel along said road, electroresponsive means adapted when energized to cause its movable portion to move from a danger position into a line-clear position and by said movable portion in said line-cl i1 position to cause the movement of said points into a position for making said road, means adapted to enable said movable portion, when said movable portion is in said lineclear position and said points are in their proper posit on for makin said road, to cause said clearance circuit to he closed, a signalmans switching means adapted to occum an inoperative nosition and a road-making position and only in said road-making position to cause electricity to pass through the rails of said road and so to produce the energization of said electro-responsive means but to be prevented by the occupation of said read by a railway vehicle from producing the energization of said electro-responsive means, and means ada ted to enable said movable portion, when sai movable portion is in said line-clear position and said points are in their proper position for making said road, to cause the cutting off of the supply as aforesaid of electricity to said rails and, notwithstanding such cutting oil, in conjunction with the road-making position of said switching means to maintain the closure of said clearance circuit.

7. Track apparatus for the electrical control of trains on a system of track portions joined together by a first set of points, and a second set of points comprising in respect of a road of said system a clearance circuit adapted when closed to enable a train to travel along said road, electro-responsive means adapted when energized to cause its movable portion to move from a danger po sition into a line-clear position and by said movable portion in said line-clear position to cause the movement of said first set of points into a position for making said road, means adapted to enable said movable portion, when said movable portion is in said line-clear position and said first set ofpoints is in its proper position for making said road to move said second set of points into a position for making said road, means adapted to enable said movable portion, when said movable portion is in said line-clear position and said second set of points is in its proper position for making said road, to cause said clearance circuit to be closed. a signalmans switching means adapted to occupy an inoperative position and a roadmaking position and only in said road-making position to cause electricity to pass through the rails of said road and so to produce the energization of said electro-responsive means but to be prevented by the occupation of said road by a railway vehicle from producing the energization of said electro-responsive means, and means adapted to enable said movable portion, when said movable portion is in its line-clear position and said second set of points is in its proper position for making said road, to cause the cutting off of the supply as aforesaid of elec trieity to said rails and, notwithstanding such cutting off, in conjunction with the road-making position of said switching means to maintain the closure of said clearance circuit.

Signed at New York, N. Y., this 26th day of May, 1925.

ARTHUR REGINALD ANGUS. 

